aviatoreb

Quote: Cruiser and then the FARs and AIM. Soon we will be paying to see NOTAMs and TFRs as well.

Quote: carusoam Eb, In the beetle it was less critical to wear a seatbelt, you were not expected to survive any impact. The floor would buckle releasing the seats and the occupants.

Quote: DaV8or I remember hearing about people putting a kid's seat in the baggage area. Can't remember if it was some sort of STC mod, or just goofy stuff people do.

Quote: carusoam Hank, Whether you missed something in the stats or not... You have brought forth a really good point. There are two factors involved. The first being the unavoidable failure. The second is can we succesfully navigate to the ground after the failure. My home drome has a wheat field at one end, and buildings at the other... I prefer wheat before wood... Best regards, -a-

Quote: Hank A quick statistics question for the Math Prof, from a lowly engineer who did not enjoy taking statistics but has learned to use them in his job.... But what we are concerned with here is not p, but rather the percentage of flights p' that have mechanical failure. I care about my odds of having a mechanical failure on this flight, right? Or am I concerned that an accident that I may have at some undefined future point will have a mechanical cause? I care about THIS FLIGHT right now, so p' is my point of statistical interest....This p' does not change when removing 'stupid' accidents [hey, ya'll, watch this!] from the accident pool. Or have I completely misunderstood statistics?

Quote: joenut The world is round, afterall!

Quote: jlunseth You guys with the Bravos and Acclaims are probably going to snort, but I came back to Minneapolis last night from near Williston ND at an average cruise speed of 240 kts. GS, FL210. We saw 246 briefly, but mostly we were in the high 230's. Picked up a little speed in the descent. Not operating the engine in "fire breathing dragon" mode either, just 165 TAS. ATC shows 488 miles in 2:02, actually it was about 520 in 2:12, we picked our clearance up a few miles from our departure airport. Man, though, it was COLD up there. -41 C. First time the aircraft heater could not keep up. This seems to be the "sweet spot" of the season, going west the winds down at 12,000 or under have been less than half what they are in the flight levels, and more from the south or southwest. Up in the flight levels they have been getting organized and screaming from about 280-290 the last couple of weeks, so any west to east trip has been pretty good going out, and jet fast coming back. Had to start our descent 150 nm out this time, worked out well.

Quote: orangemtl "Some people refuse to drive on the interstate because it's dangerous. Some people race motorcycles, because it's perfectly safe. Both are correct within their own frame of reference. Where you lie on that spectrum is a personal decision, and given sufficient information to make decisions, wherever you choose to be on that spectrum is fine."

Quote: Mazerbase First, and I recognize you ask that we not focus on it, I believe the 10% figure you used in your example is more than 5 times a more valid number but I can't remember from where I remember it. So, I'm going to use 2% in my rebuttal. Second, and more to the point, all of us believe we are better than the average which, of course, isn't possible. Without pointing out aviatoreb particularly, since I'm sure he really is above average in his skills, the stats are that we all make mistakes. Further, if there are x accidents / 1000 hrs and 2% of them are engine failures, that still means that only .02x accidents will happen / 1000 hrs. That would mean to me that while the probability of any accident as a result of an engine failure would be much higher (100% if all other causes were eliminated), the chance of having an engine failure accident would still be .02x/1000 hrs. This is a huge risk here, arguing statistics with a math professor! I'm going flying at night in IMC to minimums. I have a better chance of ending up unscathed.

Quote: Mazerbase

Quote: Mazerbase Today, as on all days, we owe our thanks for all the great things we have in our country to those that fight for our freedoms.

Quote: GeorgePerry

Quote: Skywarrior Cloud tops are depicted inside Foreflight.

Quote: GeorgePerry aviatoreb, The simple answer is what I fly for my day job, is a completely different animal than a Mooney. It's hard to compare the safety built into redundant systems, twin jet engines, quad digital fly by wire systems with backups to backups (not to mention a really good ejection seat). Mooney's and most GA aircraft enjoy non of these risk diminishing system redundancies and if you ignore mission sets, are "riskier" to fly. As for IFR conditions during daylight hours...Bottom line is if you can see what your about to hit you have a much better chance of survival than not, which is the case at night. Even with only 500 feet of VFR glide before landing, odds are you can find something that doesn't look too bad to come into contact with. (at least over non mountainous terrain) However, when one discusses the nuance of risk mitigation and risk management there are no absolutes...It's a balance between many factors some of which are: Experience, currency, proficiency, risk, safety, utility, mission, and need. I have my guidelines and I view each trip as a unique evolution. No two trips are the same. Mother Nature sees fit to that. Each trip requires thorough preflight preparation and planning. For instance, if my entire route was 200 1/2 I would probably not go. If I had to take off in weather above the non-precision mins for my departure airport, I probably would not go. If you give me a specific scenario with a specific set of circumstances I can give you an answer, but the bottom line is "it depends". We can debate the merits of risk management indefinitely, but the inevitable conclusion for such a debate is that each pilot has to decide where his or her comfort level, currency and proficiency allows them to operate. I have a set of guidelines that works for me. Others mileage might vary.

Quote: GeorgePerry Naval Aviators are by definition professional risk managers. We do it constantly in our day to day jobs flying fighters in combat, over hostile territory and on & off the carrier. I personally know 4 other hornet drivers who own Mooneys and non of us fly them at night. As always, others mileage might vary.

Quote: jetdriven at 20 feet

Quote: sapientia Thanks for the advice! One reason for waiting is living in the mountains with winter about to set in, also limited hanger options at the moment. And I am waiting on a larger investment to begin showing a return, hopefully by February, before I buy a plane. As far as the plane goes I am wanting to jump right in and get a Mooney Rocket! That would be a whole lot of plane for someone who just got there PPL so I figure waiting a few months will help continue to build my confidence and experience level. I am keeping a close eye on the available Rockets though.

Quote: jetdriven attutide landing is in order. flare to 3-5 degrees, and hold it . wait.. wait. wait. OK, on the ground now.

Quote: sapientia Not a Mooniac yet, but I just took my first cross country night flight yesterday as my requirement for my PPL. I enjoyed it considerably more than the day flights. It was so peaceful, the comms. were much quieter, landings seemed easier for some reason, all in all a great experience. I should have my PPL by the end of next week. After that I plan on building my time up in rentals and buying my first plane next spring/summer which I plan on being a Mooney!

Quote: Mazerbase According to Google Translate. the post in English is: Tax on rental property is considered as an independent company, whether you are registered as employed or not. This makes it possible that by letting the property will be able to use the same favorable rules as if they had a really registered company. For rent house only part of the year, the owner or lessor of each room in your home to other rental income will be tax free if it is the miracle certain amount. Income from rental of a dwelling for residential purposes is interference generally taxable. There are various methods of taxation from aflejeindtægter respectively. Permanent residence and holiday home, and rules to be learned depending on your needs and property type. Corporation tax system gives brief opportunity for a personal landlord may be taxed similar to that of private and public companies should use. For all landlords are therefore able to deduct interest payments from fully taxable income. Are there any further need for more concrete information and vejledningom tax and rent, all contact with the treasure in their home community? If the property used exclusively for rental, taxable income under the rules that apply to rental properties. The same applies if you have started the commercial rental throughout the year.

Quote: aviatoreb The heading bug in orange says 070. But the lady bug with the red top says 125. Hmmm.... So head up today - I set the heading bug - and then enter from stage right, a lady bug comes walking across the glass - bottom side up. Then it proceeds to walk all about inside my HSI looking very live and feisty. Sometimes top down sometimes bottom up on the glass. When it crossed the needle, it moved the needle. Bugger! That thing has to come out, obviously. How many MMU do you think that lady bug is going to cost me? It is otherwise a recently overhauled HSI and operating in good shape - even operating just fine with a lady bug going for a ride. If it wasn't so funny - and happily nothing dire happened as it was furthermore in severe clear, I would be ...bugged. How the heck does a lady bug get into a sealed HSI?? Big round shell and all.

Quote: Mazerbase From my airspeed indicator. Then again, it wasn't at the end of a long flight but rather from the beginning of a local practice flight and I hold 109 gal (104 usable). I would expect that Aviatoreb's numbers were from local flight as well but it may have been an hour into a BFR.

Quote: jetdriven I think it also costs your 3 knots in cruise, which is where the airplane spends 80% of its time at.

Quote: MLeake Hello, I'm interested in acquiring my first plane next year. Friends have recommended the Mooney M20F, but one or two have indicated I might find it too tight a fit. I'm 6ft, but have a long torso. Size 44 or 46 jacket. Not fat, but reasonably thick. My wife is a farmgirl / horsewoman, and is in good shape but she's not small. I'm currently overseas, and can't just find a Mooney at an airport to hop into for size comparison, but I'm trying to do my research. Are there any other pilots here who are in the same size range, who can comment on the M20F? Thanks for the help, M

Quote: Mazerbase Stall solo is 59 kts dirty. Stall horn blares in flare. With the loss of elevator authority and that big engine out front, if you don't put the nose down it falls down on its own very hard. The Bravo is 10 in longer than the Rocket and I have been told, but can't confirm, the reason was to increase the leverage of the elevator for just this situation. I have tried to come in slower and hold the nose up to shorten the landing run and damn near struck the prop when the nose fell like a ton of bricks. Scared me half to death. I won't do that again unless it is for an emergency landing and I'm not concerned about the damage to the plane. I plane on 2000 ft as a goal for the landing run and often go to 2200 even in good conditions (day, light winds, no approach obstructions, airport known to me).